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  1. 4495 was pushing a disabled 4199 when it derailed on the north-to-east curve of the intersection. Dan
  2. smallspy

    Streetcar News

    There is a space that has been built into the CIBC Square building to allow for construction of the east side of the expanded loop, yes. Converting the portal into a wye isn't a major issue, as the structure was built with the provisions already in place. Not only that, but bringing the line to the surface in a new location - especially on Bay - is a non-trivial matter. There is not enough room in the current blocks between Lake Shore and Harbour, or Harbour and Queens Quay. And you can't bring it up alongside the ACC to surface at Lake Shore as that would eliminate much of the new platform space that the TTC is trying to build. And of course, doing any of those will completely obviate the whole reason why they put the wye underground in the first place - separating the different types of traffic due to all of the pedestrian traffic at Bay and Queens Quay. Dan
  3. smallspy

    The Confederation Line [Under Construction]

    That's the same as Kitchener, then. The difference between the two situations then is that Ottawa's is caused by a third-party - RTG - whereas in Kitchener it is due to the Region not ordering the required parts early enough to meet their own timeframe. Length is very close, but the width is different by a couple of inches. As well, the cars for the legacy system are designed to handle much tighter curves, whereas the Flexity Freedoms (and Citadis Spirits) are designed for a more-common LRT standard of about 25 meter radius. There's other differences such as things like voltage (600V versus 750V) and the fact that the Freedoms are MU-capable, but now we're quite literally getting into the bolts. Dan
  4. smallspy

    General Subway/RT Discussion

    There is a twist where the wires change sides. My understanding about the SelTrac system is that the system uses that point to also break the system into smaller blocks for the sake of making the system a true "moving block" system. Dan
  5. smallspy

    Bombardier Flexity Deliveries

    There is a photo that is tagged as being by Trevor Parkins-Sciberras that was sent to me by a friend, but I can't seem to find hide nor hair of it online right now. It looks to have been taken from the fence at the south side of Runnymede Park in one of the snowstorms last week. Dan
  6. smallspy

    Bombardier Flexity Deliveries

    I don't know about Agincourt, but there are certainly photos of it on a flatcar in Lambton in the past couple of days. Dan
  7. smallspy

    Refurbished SD160 Tracking list

    It's really easy to do if the cars are spec'd from the outset to be able to be compatible with each other. And even if they're not - look at the MBTA example - it can still be done. Dan
  8. smallspy

    TTC Electric Buses Orders and Deployments

    Most routes do, but not all. Plus, there's the issue of range, as the types of battery vehicles designed to be charged frequently may not have enough range to complete round trips on some of the longer routes - especially once you factor in things like any detours that may be necessary. If you have a vehicle that is designed to operate for a "day" of service, there is no restriction to what routes it could do as there is no hardware that they need to use outside of the garage. Any restrictions have to do with battery usage and how long they are able to run for that "day". And yet, a city far, far bigger than ours is served by a fleet of electric buses only..... Try and be a little bit less closed-minded. The technology is improving, and is already being used elsewhere. It will happen here someday, too. Dan
  9. smallspy

    Miscellaneous TTC Discussion & Questions

    It is standard gauge now. It wasn't originally intended that way when the line was conceived, however. As for relaying track, if the line is to get "upgraded" to handle Flexity Freedoms, the relaying of the track is the very least of your concerns. Dan
  10. smallspy

    TTC Electric Buses Orders and Deployments

    We covered this a while ago. The TTC doesn't want to have buses that are tied to infrastructure that will force the design of routes. Those chargers go at the ends of each route (and sometimes mid-route, too). What if the route needs to be changed? That infrastructure now needs to be uprooted and moved. Dan
  11. smallspy

    Canadian Rail Accidents

    What is a "dynamic brake car"? No such thing exists. More mid-train helpers may help/have helped, but you're never totally going to make things completely, 100% reliable. That's the nature of the beast, unfortunately. Dan
  12. smallspy

    Canadian Rail Accidents

    Air dryers are used year 'round. Moisture in the air system has many more potential problems than just freezing in the winter. That said.....yes, it can take multiple hours to charge up a long freight train from nothing in the winter time, and the longer the train, the longer it takes. In the cold, not only does everything contract - and at differing rates - but you also have seals that harden and don't seal as well, so that your nominal loss of airflow is exponentially increased. In extreme cold, I've heard of stories of trains sitting for 5 and 6 hours while they pumped up the air enough to allow them to set off the brakes. And the issues don't even stop with starting the train moving. Bringing the train to a stop can also become problematic. That increased air loss? It allows the brake pipe pressure change to propagate faster down the brake line, meaning that the brakes on the tail end may come on quicker and harder than you were expecting them to. And then there's the issue of cold brake shoes, potentially covered in ice and snow - it may take more time for the brakes to set up and start to grab. Even maintaining speed can be a problem. Snow build-up not only affects the brake shoes but the rest of the braking system as well, as it is generally exposed to the elements underneath the cars. Chunks of snow and ice will get loosened and fall, and can cause all sorts of hazards all their own, not the least of which is snagging and pulling apart gladhands. Remember that part above about how the brakes may not propagate properly above? Well, now the train is in emergency and doing all that. This is why, generally, the freight railroads try to shorten trains when the temperatures drop. But this brings about its own set of problems with regards to the fluidity of the network. CN's current mess out west is directly tied to all of this. Dan
  13. smallspy

    Bombardier Flexity Deliveries

    It was still at Lambton at 10pm last night. Dan
  14. smallspy

    TTC GM Fleet Reminiscing

    It absolutely worked on the properties that had them fitted and maintained. The TTC was not one of them, however. Dan
  15. smallspy

    Canadian Rail Accidents

    CP had scheduled a couple of detour trains over CN, but CN is currently in the midst of its own meltdown out west and wasn't able to offer much more than the 2 slots. The CP main was reopened yesterday, in any case. Dan